ludlow



(No Model.)

D. R. TAYLOR 8v W I. LUDLOW.

GAR QOUPLING..

No. 319,863. PatentedJune 9, 1885.

way

NiTn STATES ATENT Enron.

DANIEL R. TAYLOR AND WVASHINGTON I. LUDLOIV, OF CLEVELAND, OHIO; SAID LUDLOW ASSIGNOR TO SAID TAYLOR.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 319,863, datedJune 9, 1885.

Application filed April 6, 1885. (N model.)

To all whom it may concern:

Be it known that we, DANIEL R. TAYLOR and WASHINGTON I. LUDLOW, citizens of the United States, residing at Cleveland, Ouyahoga county, Ohio, have invented new and useful Improvements in Gar-Couplings, of which the following is a specification.

Our invention consists of an automatic carcoupling in which the draw-head is slotted or grooved longitudinally on its under side for the reception and attachment of a spring-arm that supports at its forward end an upwardly movable coupling-pin that is normally elevated and projected vertically within the mouth of the draw-head by the action of said spring-arm, but which is capable of being lowered through the downward pressure on its supporting springarm of a cranked shaft that is capable of operation from the top or either side of the car, as hereinafter set forth.

In the accompanying drawings, Figure 1 is a perspective view of our improved oar-coupling. Fig. 2 is a Vertical longitudinal section of the draw-head, showing one form of springarm for carrying the coupling-pin. Fig. 3 is a similar View showing another form of springarm. Fig. 4. is a perspective view of a flat steel spring-arm for supporting and actuating the coupling-pin. Fig. 5 is a crosss'ection of the draw-head on the line w 00 of Fig. 2. Fig. 6 is a similar section on the line y g of Fig. 3; and Fig. 7 is a view of the double-cranked shaft for actuating the springarm and attached coupling-pins.

The spring-buffer or draw-head A is formed on its under side with a central longitudinal slot or groove, to, the forward end of which communicates with the usual flaring mouth,b, through which is formed a vertical opening for the passage of the coupling-pin.

In the rear part of the slot or groove a is secured the fixed end of a spring-arm, B, the office of which is to support and actuate the coupling-pin, as hereinafter explained. The arm B may be composed of a cylindrical piece of spring metal formed with a coil, 0, at its rear end,through which is passed a pin, (1, as shown in Fig. 2; or said arm may consist of a fiat piece of spring-steel or other suitable metal curved as shown in Fig. 3, and secured by bolts e e, passed vertically through the-drawhead. The width and depth ofthe slot or groove a will be modified, of course, according to the form of spring-arm to be placed therein, as is indicated in the cross-sectional The spring-- views shown in Figs. 5 and 6. arm B, however formed, is extended forward along the under side of the draw-head, then bent upward, and then again extends slightly forward to its extremity, which is loosely and detachably connected with the lower portion of the upwardly-projecting coupling-pin O. This pin is loosely connected with the spring in order that the pin may assume any angle in relation to the spring that the construction 6 5 of the pin-hole will admit of without straining, bending, or otherwise exerting undue lateral pressure on the spring, thereby permitting the latter to freely operate at all times.

When the coupling is rigidly attached to the spring, as has heretofore been done, any strain on the pin is transmitted to the spring, thereby rendering the latter inoperative and liable to be bent or otherwise injured, which is entirely avoided by loosely connecting the pin to the spring. Besides, where the pin is rigidly secured to the spring, the movement of the latter in operating the pin causes the pin to cant from the perpendicular line, thereby bringing strain onthe pin by causing it to bind in the pin-hole. By loosely connecting the spring and pin the latter always moves in a perpendicular liue,and binding of the pin is avoided.

' By reference to the drawings it will be seen that the relative proportions and the normal adjustment of the parts above referred to are such that the coupling-pin always remains in engagement with some portion of the vertical opening through the draw-head, unless the 0 crank-armed shaft, D, that is journaled in roo suitable bearings on the car-body. This shaft is provided with a central cranked portion, f,

the elasticity of said arm B will carry its forthat passes between the draw-head A and spring-arm B, as shown, and is capable of being turned so as to bear down on and against said spring-arm, which is thus lowered, together with its attached coupling-pin. At each end of the shaft D is an arm or handle, g, by which the coupling-pin can be actuated from the side of the car; and said shaft also has a cranked portion, h, for attachment of a rod or lever, E, that may extend to the car-platform or car-roof. When the cranked portion f of the shaft D is thrown upward, so as to relieve the spring-arm B of pressure,

ward end upward, thereby elevating the coupling-pin into engagement with the full height of the draw-head mouth, so that the pin will pass through the link, if present. If the crank f should be thrown to a vertical position, however, it will bear down the springarm B, and so lower the coupling-pin and disengage the link.

In the rear portion or wall of the drawhead mouth 6 are formed a series of transverse horizontal notches, t' i, the purpose of which is to enable the link F to be-supported in eithera horizontal or an inclined position, pointing upward or downward, as indicated by dotted lines in Fig. 2.

From the foregoing description of the construction and arrangement of the parts of our car-coupling its practical operation and advantages will be apparent.

In coupling cars automatically by the means described the shaft D on one car will first be turned so that the cranked portionf will rest in a vertical position .and on a dead-center. The link F will now be passed into the opposite draw-head and arranged either h0rizontally or upon an upward or downward incline, according to the height of the draw head to be coupled, and when the cars come together the slight jar or concussion incident thereto will turn the shaft D and its crank f sufficiently to enable the spring-arm B to carry the coupling-pin upward into engagement with the entering link. Should it be desired to so set the devices that the cars will not couple when brought together, ityis only, necessary to turn the shaft D so as to throw the depending portion of the crank f forward of a perpendicular line, where, though it still bears down on the spring-arm B and holds the coupling-pin in a lowered position, it is caused to bind in such a way as to remain unafi'ected by jar or concussion.

What we claim is 1. The combination, in a car-coupling, of a spring -arm arranged beneath a draw-head, and a couplingpin loosely connected with the forward end of the spring to avoid strain thereon and move in a perpendicular line, and means, substantially as described, for actuating the spring.

2. In a car-coupling, a draw-head having a flaring mouth, in the rear wall of which is formed a series of horizontal transverse notches for supporting the inner end of a couplinglink, either horizontally or in an upward or downward inclined position, substantially as described.

3. In a car-coupling, the combination, with a spring-arm arranged longitudinally beneath a slotted draw-head, of a coupling-pin loosely attached to the forward end of said springarm and normally held in engagement with a vertical opening in the mouth of the drawhead, substantially as described.

4. In a car-coupling, the combination, with a spring-buffer or draw-head having a longitudinal slot or groove formed in its underside, of a spring-arm arranged beneath said drawhead and in the longitudinal slot or groove thereof, and a coupling-pin loosely connected at its lower end with the spring, substantially as described.

5. In a car-coupling, the combination of a slotted or grooved draw-head, a spring-arm, one end of which is fixed to the under side of said draw-head, an upwardly-movable coupling-pin carried loosely on the forward end of said spring-arm, but held normally to engagement with the draw-head, and trip mechanism automatically operated by the jar of the cars coming together for actuatingsaid pin andspring-arm, substantially as described.

6. The combination, in a car-coupling, ofa draw-head, a spring secured longitudinally beneath the draw-head, a coupling-pin loosely connected with the spring to avoid strain therein and -.to move in a perpendicular line, and automatic trip mechanism for releasing the spring to actuate the pin, substantially as described.

In testimony whereof we afiix our signatures in presence of two witnesses.

DANIEL R. TAYLOR.

WASHINGTON I. LUDLOYV.

Witnesses:

JOHN PoLLocK, WM. G. TAYLOR.

IOC 

